Automatic warning signal for railway crossings and the like



AND THE LIKE Oct. 15,1529. A. FEYERTAG AUTOMATIC WARNING SIGNAL FOR RAILWAY CROSSINGS Filed. Aug. 25, 1927 Fig.1

Patented Oct. 15, 1929 UNITED STATES PATENT; OFFICE- ALoIs FEYER'IAG, OIIVVIENNA, AUSTRIA, Assrenon 'ro THE FIRM STEFAN GoTz a SOHNE KQMMANDIT GEsnLLsoHAFr, or VIENNA, UST IA AUTOMATIC WARNING SIGNAL FOR RAILWAY CROSSINGS AND LIKE Application filed August 25, 1927, Serial No. 215,436, and in Austria August 192 6.

This invention concerns an automatic -warning-signal installation for railways and is particularly intended for highway crossings; One object of the invention is to prov vide a signalling apparatus suitable for single J tion.

The problem to be solved with such apparatus is that of causingthe signal to be operated without regard to which direction the train is traversing the line section and of ren- -deringthe signal ineifective after the highway crossing has been passed over. Since there must be an operating device to be actuated by'the train, for instance an insulated rail, a magnet generator or the like, for each direction, said device must not actuate the signal every time it is traversed; on the contrary the signal actuation should only take place when the train passes overthe first distant operating device, which is situated on i'the approach side .of the crossing.

The inventionrelates to an arrangement which enables the" problem to be solved by means of simple circuits and by employing merely a single actuating CleVlCGfOI' each d1- rection of travel, the warning signal being operated by the passing of a train over an actuating device located on the approach'side of the crossing, and being put out of. action when the train passes over the crossing, re-

newed operation of the warning signal being prevented when the train passes over the distant operating device located beyond the crossing.

According to the invention the switching of the circuits and the performance of a succession of operations during the passage of a train are controlled by contact arrangements which are actuated by a common actuating device and also by individual actuating devices. 'A succession of combinations of positions thus produced creates the necessary di-- rectionselectivity of the apparatus whereby once the direction is settled bya train passing over the-operating devices arranged on the track, the predetermined succes'sionof switching movementsnec'essary for the operations mentioned and the resetting of the apparatus for further operation by a train travelling in either direction are automatically performed.

-The apparatus necessary for the actuation of the contact arrangement consists of a control relay which serves for the individual control of each contact device and is operated by the particular distant operating device first traversed. Each of these relays is provided with a device for making a circuit which maintains the relay in a state of excitation during the passage of a train, even although the original circuit is interrupted by the excitation of the relay.

The actuatlng arrangement common to bothcontact devices is arranged at the high-" way crossing itself and consists of an electrically or mechanically controlled arm which embraces the two contact devices in common and is able to bring them into a definite position, Furthermore, the arrangement is such that, after 'displacementhas occurred, there is an automatic return ofthat contact device associated With the distant control device which is passed over by the train after leaving the crossmg.

In the accompanying drawing:

Fig. 1 is a diagram of one example of a complete installation in accordance with this invention;

2'is "a cross section to a larger scale showing means at a highway crossing for actuating the contact arrangements illustratedinFig. 1. s

"Fig. 3 shows a modified arrangement of the *means located at the highway crossing.

Fig. 4 illustrates a further element employed when operating with magnets in place of batteries and insulated rails.

Referring to Fig. 1, it will be seen that in one pole of the battery and serves as a common negative or return.

The control apparatus comprises two relay sets indicated generally by the reference characters R and R The set R, comprises two magnets m m and the set R comprises two magnets m and m The magnets m m have a common armature T and the'magnets m m have a common armature 93. These armaturesare shown pivoted and in operative connection with pawls or detents s In the set R there is a vertically sliding rod K fitted with a tooth Z andin the set R; there is a similar rod K, with a tooth Z the teeth of these rods being adapted for being engaged by respective pawls s .9 when the rods are lifted. Naturally the rods K K need not be vertical, as the only requirement is that they should be movable longitudinally and have a constant tendency to return to a starting position.

The rods K and K are in operative relation with a common actuating device C located at the highway crossing. When the device C is operated it shifts the rods longitudinally so that the pawls s .9 may automatically engage the teeth Z Z and retain the rods in the position in which the rod K is seen in Fig. 1.

' The actuating device 0 in the example illustrated consists of a guided rod fitted with across member adapted for engaging! the ends of the rods K and K According to the arrangement in Fig. 2, the actuating device may be elevated mechanically by a lever H pivoting about a fulcrum D and having its short arm beneath a track rail, whereby a slight depression of the rail under the weight of the train will produce an adequate elevation of the actuating device C.

According to the modification illustrated in Fig. 4, the movement of the lever II is produced by electro-magnetic means. An insulated rail section J 3 is inserted in the track and is connected with one terminal of a magnet coil m the other terminal of the latter being connected to the battery B which is grounded to the track rail as aforesaid. Consequently, the passage of a train over the crossing will complete the circuit of the magnet which will then rock the lever II and elevate the actuating device C.

The battery B supplies current for the various magnets and also for the warning signal S which is inserted in a circuit conthe contacts 9 and 10. The rod K similarly carries an upper contact device for bridging" the gap between contacts 3 and 4 when this rod is down and a lower contact device for bridging contacts 7 and 8, when the rod is up, as shown, and for bridging the contacts 11 and 12 when the rod is down.

As will appear, the principal function of the actuating device C is to lift the rods K and K simultaneously whereupon they will be retained in the elevated position by the pawls or detents s s solong as the respective relay magnets remain unexcited. In Fig. 1 it must be assumed that one of the magnets m or m of the relay R has been excited, thereby attracting'the armature T and releasing the detent 8 so that the rod K has been permitted to drop.

In effect, the relay devices start operations from a definite combination of positions, for example dissimilar positions of the rods K and K, as shown, and this combination is altered in definite sequence by the operation of the individual relay devices and of the common actuatingdevice C. Each change in the combination of positions causes a switching operation to be performed upon the controlled circuit and also the actuation of an individual device which in any combination'of positions results in a new combination being produced, until finally, after the last circuit-making device has been left, the position of rest is again arrived at in preparation for operation. Since in the present example the device located at'the highway crossing effects a common actuation, the condition of readiness for actuation must exist when the contact devices are in dissimilar positions. 'Thus it is always possible to re-convert the similar position of the contact rods resulting from the common actuation into a dis similar position by means of the actuating device located beyond the highway crossing N in the direction of travel. In detail the manner of operation of the arrangement is as follows:

If a train approaches the highway crossing N from, for example, the direction of the rail section J and traverses the insulated rail J it constitutes a connection between the terminal of the battery B con{ nected to the non-insulated rails of. the track and the armature of the relay R The latter is resting upon the contact 15 which is in electrical connection withthe contact 9. In the bottom position of the contact rod K illustrated in Fig. 1, said rod makes connec-; tion between the contacts 9 and 10 the latter of which is connected with one of the terminals of the electro-magnet m of the relay R the other magnet terminal being connected to the other terminal of the battery B.

the closure of the circuit described the armature of the relay R is attracted, its locking pawl 8 then releasing the contact rod K until thenretained in its upper position so that this rod K now falls into the lower I tion which is only interruptedwhen the train rods K, and K to the otherpole of the battery B, a continuous signal beingi set in operatravels over thejdeviceC locatedin the immediate vicinity of the highway crossing N. As the trainpasses over the-device C the lever H isset in vibratory'motion due to the bending of the rails caused byjthe wheel pressure, the rod of the said device C and therewith the two contact rods K K being thus elevated and the latter being locked in the upper position by the relay armatures 7 The circuit for the signal current is thereby broken at the contacts 1, 2 and 3, 4 and the signal is put out of action. If, then, the train proceeding from the highway 7 crossing N travels over the second insulated rail section J it connects the grounded t e r minal of the battery with the armature 7, which rests on the contact 16. The path of the. current is then through the contacts. 8, 7, which are connected when the rod K is in the upper position, to the magnet m and thence to the other terminal of the battery. Due to the excitation of magnet m the armature r, is attracted andv the rod K released so that it then drops to its lower position while the rod K remains in its upper position. Thus the normal position isreproduced wherein the one contact rod is in the upper posiiton and the other in the lower position, the positionsof the rods K K being now, however, reversed as com pared with the positions illustrated in Fig. 1. \Vhereas when the first insulated rail section-is passed over the contact between the current-carrying relay armature 9", and the contact is not interrupted by the switching operation, because the magnet m of the relay R is excited and not a magnet of the relay R 'on the other hand when the second insulated rail section J 2 is passed over, lifting of the armature 1 of the relay R away from the contact 16. is immediately V init iated due to the excitation. of the magnet in, of said relay. To prevent failure to operate under any circumstances the contacti1'4 is provided which makes connection with the armature 17 immediately the latterhas. left the contact 16. A circuit is thereby closed from the grounded terminal of the battery, through the insulated rail section J armature 7' contact 14 and magnet in to the other terminal of the battery, the magnet m being thus maintained in a state of excitation until the last axle of thetrain has left the insulated rail section J; The release of the pawl 8 from the contact rod K is therefore ensured in any case. If, now, the next train approaches from thedircction" of the rail section J precisely similar switching operations talieiplace in the manner described above.

contact 16"connected to the contact 12. In the lower position of the contact bar K the contact 12 is connected with the contact 11- which is connected With one terminal of the electromagnet m of the relay R The other terminal of this electr'o-magnet m is again connected to the other terminal of the battery B. The electro-magnet'm is then excited through. the circuit described and the armature 1", releases the contact bar K until then retained thereby :in the upper posi-v men, so that both contactrod's are then in the lower position and the signal-current circuit is closed. When the deviceC located in the vicinity of the highway; crossing N is passed over both of the contaet rods K K are again brought into the. upper position by the lever H and the rod of the-device C, the signal being thereby put outjof action. When next the insulated rail section J, is passed over a circuit is closed from the grounded battery terminal through the armature 13 the contact.

15, the contacts 5 6, connected when the rod K is in the upper position, and the electromagnet m, to the battery 13; the contact bar K is thereby released whereupon it drops and the position the apparatus illustrated in Fig; 1 is resuined. In this action thecontact 13 for the automatic retention of the relay.

R intheexcited condition plays exactly the same part as does the contact 14' of the relay If a train coming from the direction of the rail section J 2 encounters the switching ap paratus in the position illustrated 'inFig. 1,

thenrthe signal device is caused to function 1n .preclsely the same manner by a circuit which runs from the grounded terminal of the battery B through the Lin-insulated rails yof the track and the axles of the vehicles to the insulated rail section J and thence to the armature r the contact 16, the contacts 8,7 connected in the position illustrated, and the magnet m and from thereback to the battery B. The armature 1", is attracted and the contact rod K thereby released; the latter then moves into its lower position in which the signal circuit from the battery B is closed through the signal device s and the contacts 1,2, 3, 4 back to the battery. Simultaneously the armature r closes a circuit through the contact 14 and the magnet m, to the battery B so that the relay R remains locked in the excited condition untilthe last axle of the train has passedover the insulated rail section J Vhen the highway crossing N is passed overboth contact bars are returned intothe upper position whereby the signal is put out of operation; then when the insulated rail sectlon J 1 1s traversed, the contact bar K is brought, in the manner already described into its lower position so that the position of the apparatus illustrated in- Fig. l is again arrived at. Y

The last of the possible cases'of operation" is that a train should come from the direction of the rail section J while the switching apparatus is in such a position that the rod K, is in its upper position and the rod K is, on the other hand, in its lower position. The circuit is then from the battery B through the insulated rail section J,, the relay armature r, the contact 15, the contacts '5, 6, which are connected when the rod K, is in vthe upper position now assumed, and the t'act bars K K, into the upper position when the highway crossing is passed does not differ in any way from the operations described above. When the insulating rail section J 2 is passed over, a circuit is made again from the same through the armature the contacts 16, 8, 7, the electro-magnet m, and back to the battery; the cont-act bar K is thereby released to return .to the lower position and the retaining circuit for the relay R is closed through the contact 14 and the magnet m until the train has passed by.

It is therefore clear that the actuation of the signal, its putting out of action and the resetting of the apparatus for the next train is ensured for every position of the switching apparatus and any direction of approach of the train, it being immaterial whether the direction of approach of the trains is alternated regularly or whether two or more trains pass over the safety apparatus successively in the same direction.

In cases in which operation without a battery is adopted magneto generators, which due to the vibration of the rails produce intermittent currents at shorter or longer intervals depending upon the speed of the train, are employed in place of the rail contacts or insulated rail sections J J connected with the battery B- It is then preferable to construct both relays like the relay R in Fig. 3. The relay armature W is provided with aglycerine dash-pot E or the like which allows of rapid elevation of the armature but only of slow descent of the same. The contacts 14, 16 are constructed as sliding contacts and are brought as close together as is allowable. The contact 16 is short whereas the contact 14 embraces on the contrary a large are. Immediately a current impulse excites one of the electro-magnets, the armature passes from the contact Mon to the con-v tact 14. Even in the case of currentimpulses following one another very slowly, such as are caused by a slowly travelling train, the armature 7' will with this arrange; ment, remain in its upper position on the contact14 until the last axle of the train has passed the distant actuating device, since the sinking of the armature proceeds so slowly that a fresh impulse lifting the armature will have already arrived before a change in contact has occurred.

Withvibratory magneto generators also absolutely reliable operation is ensured by this arrangement.

What I claim is 1. Automatic'warning signal for railway crossings and the like particularly for railways with one track only for up and down traffic, comprising in combination asignal apparatus, a control relay in connection with track means adapted for initiatinga signal operation, and with track means adapted for cutting oil such signal operation, and track means adapted for resetting-said relay'control, said relay control comprising a plurality of contact devices adapted for individual operation in one phase and for common operation in another phase, the combination of positions determined for said contact devicesby successive actuation of the track means being effective for the proper development of the signalswitc'hing' operations substantially as set forth,-

2. Automatic warning signal for railway crossings and the like comprising a track device at the crossing, two distant track devices one ineach direction from the crossin a control-relay in connection with said tradk devices, a signal device under'control of said relay, said control relay being first responsive to either one of said distant track devices for initiation of a signal operation, being next responsive to the track device at the crossing for cutting off said signal operation, and being finally responsive totheother one of said distant track devices for resetting sub stantially as set forth. a

3. Electric relay and signal 'device for operationunder control of track devices, comprising in combination duplex contactcarriers, a signal circuit, actuating means operative under track control to displace said carriers simultaneously to break the signal circuit and make alternativerelay circuits, self-locking means operative 'upon said carriers in the displaced condition, relay magnets operative upon said self-locking means and adapted to be energized under track control for the release ofrespe'ctive contact carriers, and relay magnet switches in operative association with said self-locking means substantially as set forth. v r

4. Electric relay for railway warning signal comprising two shiftable contact carriers constantly tending to move to a position in which a signal circuit is made, an actuating device operative upon said carriers under track control for simultaneously displacing them to break said signal circuit, self-acting detents for engaging said carriers in the'displaced position, relay magnets comprising armatures in operative connect-ion with said detents, relay contacts engaged by said armatures, and terminals for connecting said armatures with distant track controls, said relay device being adapted for standing normally with one or other of its carriers displaced substantially as and for the purposes set forth.

5. Automatic signal for giving warning at a given place of train approach from a di. tance in either direction, comprising in combination a signal circuit, two shiftable contacts in said circuit, self-returning carriers for said contacts similarly displaceable from a signal-circuit closed position, track controlled actuating means disposed at the said place and operative for simultaneous displacement of said carriers, self-acting detents operative to retain said carriers in the displaced condition, armatures in operative connection with said detents, two relay magnet coils operative upon each armature, terminal contacts adapted to be engaged by said armatures, connections between said armatures and insulated track sections distant in either direction from the said place, and shiftable contacts on said carrier and in the circuits of said magnet coils substantially as and for the purpose set forth.

6. Automatic signal for giving warning at a given place of train approach from a distance in either direction along a single track, comprising in combination a duplex relay with self-setting elements and releasable looking means adapted for automatically retaining said elements when displaced from the self-set position, one element of said relay standing normally displaced in relation to the other similar element, two relay magnets in each element operative upon the respective locking means for eli'ecting release thereof, the circuit of one magnet being made when the respective element is displaced andthe circuit of the other magnet being madewhen the other element is self-set, distant electrical track controls adapted for completing the circuit of one or other of the magnets of the displaced element upon approach to said place of a. train from either direction, track control means at said place operative upon the passage of the train for displacing the two elements simultaneously, said distant controls being further adapted for releasing one of the two displaced elements upon the passing of the train from said place, and a signal circuit opened by the displacement of one or both of the elements substantially as set forth.

7. Automatic warning signal for crossings and the like on single track railways carrying up and down trafiic comprising in combination two similar self-setting contact carriers, a movable striker adapted for simul taneous displacement of said carriers and rendered operative by the passage of a train over a track device at the crossing, automatic and releasable detents operative for retaining said carriers in the displaced condition, armatures in operative connection with said detents said armatures also combining the function of switch arms, two magnet coils operative upon each armature, sets of terminal contacts for said coils, contacts on said carriers adapted for engaging appropriate terminal contacts of said sets in the self-set condition of said carriers and other terminal contacts of said sets in the displaced condition of said carriers, distant track devices connected up for electrifying appropriate magnet circuits upon the passage of a train over said distant track devices in either direction of travel, the armatures engaging contacts and functioning as switcharms to preserve such connection whether in the on or off position, and a signal circuit which is made only when both carriers are self set, the terminal contact sets being so arranged that the circuit of one magnet coil operating an armature is made by the self-setting of the respective carrier and the circuit of the other coil operating the same armature is made by the displacement of the other carrier, whereby a train passing over either of the distant track devices will effect a ALOIS FEYERTAG. 

